Internal-combustion engine.



W. M. POWER.

INTERNAL COMBUSTION ENGINE.

APPLICATION FILED 001.22, 1906. RENEWED JAN. 17. 1913.

A tlorneys.

i mw

3 SHEETS-SHEET I.

Patented Aug. 7, 1917.

1 VA 5747/1/ 2?? Y J 9 6 L Mm 5 Z 3 2, l

W. M. POWER.

INTERNAL COMBUSTION ENGINE.

APPLICATION FILED OCT. 22. 1906. RENEWED JAN. 17. 1913.

1,235,725., Patented Aug. 7, 1917.

3 SHEETS-SHEET 2.

I n ven tor Attorneys.

W. M. POWER.

INTERNAL COMBUSTION ENGINE.

APPLICATION FILED OCT. 22. 1906. RENEWED IAN. 17,1913.

Patented Aug. 7, 1917.

3 SHEETSSHEET 3.

Ven tor Witn esses JWAEK A ttorneys.

r IEN- F WILLIAM m. rowan, or roar cnnsrnn, new Yo'nx. j

Specification of Letters Patent.

INTERNAL-COMBUSTION ENGlZNE,

-- Patented Aug; 7,1917;

. rpl qation mea October 22 19os,-ser'ia1no. sse,9oo. Renewed January 17,1913. :sermin 742,744/

i To whom it mag concern:

Be it known that I, WILLIAM M. POWER, a

citizen of the United States of America, re-

sidin in'Port Chester, county of Westchester', 7 t'ate of New York, have invented an Improvement in Internal-Combustion Eng BS, of which the following ls'a specification.'-

I The object. I'have'in view is the production of an internal combustlon engme, pref erably, although not necessarily, of the two 1 stroke cycle type. The inventlon relates to certain principles'and details of construction by means'of which the bulk, weight and cost of the engine will be reduced and its efiiciency increased.

I attain these objects by the mechanism illustrated in the inwhich- Figure 1 represents a vertical section; of an engine embodying my inventlon, Fig. 2, a section on the line 2-2 thereof, and Fig. 3 a section on the-line 33 thereof, Fig. 4 is an enlarged sectional view of the atomizer, s I

Fig. 5'is a section thereof on the line 5-5, Fig; 6 is a reduced view, partly diagrammatic, of the complete engine,

Fig. 7 is a sectional view of the accompanying drawings,

cylinder of a modified form of engine,

Fig. 8 is a sectional fragmentary view of a modified form of cylinder. I Fig. 9 a View, partly diagrammatic, of the controlling cam,

. Fig. 10 is ane'nd view'thereof. I Fig. 11 is a sectional view of the upper part of an engine showing a modification, I

Fig. 12 is a side view of a portion thereof, Fig. '13 is a sectional Fig. 11, and

' Fig. 14 is a reduced view partly diagrammatic, of the engine shown in Figs. 11 to 13.

cated' by the same reference characters.

The engine illustrated. is acne-cylinder two stroke cycle engine, but the number of cylinders which may be used is "immaterial, and certain features of the invention may be employed with an engine which does not operateon the two stroke cycle type principle.

In Fig. 1, the cylinder l is screwed into intervals in order to provide webs for im' 3 view on line 13-13 of by webs, which is necessary manner of casting the cylinder.

ent that thecylinder may be so formed that webs do not appearin either the ports 10 or 12. The width of the. orts 8, 10 and 12 should I be less than the wi Valve'i's shown at 3. .Any well known form of valve may be employed for admitting air into the crank case and permitting It to be compressed by the enginefpis'ton- The pis- I bottom. Between the rings parting the necessary strength'to the piston.

The piston port 7., when thepiston is .at-its point of' movement, communicates I cyhnder port 8 which is also annular; Thls port 8 communicates with a chamber9, I 7

lowest with a which is shown as made of the cylinder walls on one side and a sheet metaltube upon the I other, but it is obvious that, the chamber may be made in other'ways. The upper end of the chamber communicates with an admise slon port 10 so located within the cylinder that it will be exposed or opened when the piston descends tojthe lowest part of its.

stroke. This admission port 10 extends completely. around the cylinder and is continu-v ous except for the the center ofthe top of the piston. The

configuration of the top from-outside to the space occupied by'the. webs necessary .forholding the cylinder When these webs are omittedthe continuous around the icyli'n The top of the piston is conical-in is provided. With the rings 5 near-the. top and a point '11 is preferablyconcavely curved, as

shown. The exhaust port 12 is arranged above the "inlet port 10 asufiicient distanceeo I to permit a certain amount of the products of. combustion to be exhausted before the II scavenging charge of airenters the cylinder.

This port 12, like 'theinlet port 10,- is contin= 1 uous, except for the-interval occupied by the In all of the views, like parts are indi-' webs which hold the cylinder. together, as

has alreadybeen observed. The, ports 10 It is apparth of a packing ring 5 or owing to the I '6 so that there will .be no opportunity for a ring springing outwardinto a port. The

The location of the two 'or moreignition plugs within the ignition pocket permits the use of one ormore such igniters, the lgnlters being in the same relative position to the fuel atomizer whether one or more is used. At the top .of the ignition pocket 14: isshown the atomlzer 16. This atomizer serves as a meansfor atomizing or breaking up the liquid hydrocarbon which forms the fuel.

'A water. jacket is shown as formed of a cover 17 of sheet metal inclosing the upper. part ofthe cylinder. It is obvious that the water-j acketmay be made in any other way. That portion of the cylinder above the p1ston constitutes the combustion chamber 6.

The charge of hydrocarbon is adapted to be injected intothe combustion chamber duringthe compression stroke of the piston. For that reason a pump 18, communicatlng with the atomizer 16, is provided. This pump may be actuated by any means, but I prefer to employ a cam having a variable throw so arranged that the stroke of the pump may be varied and the amount of fuel delivered to the engine will be varied accordingly. Any form of pump may be used,

that shown in Fig. 6 being solely for the purpose of illustration.

The plungerof the pump is provided with aball 19 which travels upon the working v face of the cam 20. This cam is shown as .mounted upon the crankshaft 21 of the engine and is so fitted by means of a feather or other means that it may be longitudinally moved thereon. This movement may be efv fected by means of a governor 22 or by a hand lever or pedal. The shape of the cam is shown in Figs. 9 and 10; this cam operating the pump with a variable. stroke, which stroke terminates in a constant position, the beginning of the stroke being varied. As an example, the maximum period during which fuel is injected into the cylinder may be during 150 of the travel of the crank and the minimum 1/20 of this, or 7 degrees 30 minutes. This example, of course, is simply for illustration and is not to be considered as limiting the degree'or period during which fuel is injected. One end of the cam, at a, is of circular cross-section, except for a portion of 7 degrees 30 minutes, at b. This portion 1) constitutes the cam for raising the ump piston and injecting the fuel. The eight ofthis cam, as shown in Fig. 9, is

1/100 of an inch, which represents the minimumextent of movement of the piston of the pump. At the extreme extent of movement upon the-other end I) of the cam a, the cam face is shown as extending 150. The drop is shown as 2/10 of an inch or 20 times the extent of the drop'on the other end of the cam. The cam-faces along 'a and b are preferably drawn upon a true spiral. In that case, the cam-face -Z would properly be a portion of the cam-face d, but for clearness of illustration'it is shown as of somewhat sharper pitch thanthe cam-face d. vThe backs of e cam-faces or protuberances taper to the concentric portion of the cam-block so that 1n the event of the engine running backward there, would be nothing tocatch the .ball 19. I

The two within the chamber 25, and serves to elevate the head 29 of the rod 28 and close the valve. The spring 1s shown as in the form of a flat helical spring. The spring 30 and chamber 25 are made as small as possible in order to reduce dead space. A capillary tube 31 connects the pump 18 and chamber 25. A covering tube 32 protects the capillary tube 31 from injury.

The operation of so much of my invention as has been described, is as follows The charge of air is drawn into the crankcase 2 through the valve 3 bymeans of the piston during the ascent of the latter. During the descent of the piston, air is compressed within the crank-case and as soon as the ports-7 'and 8 coincide, this compressed air passes, in the form of an annular sheet, through thejacket '9 and enters the combustion chamber 'of the cylinder through the inlet port 10. During the descent of thepiston the exhaust port 12 will ,be first exposed, permitting the discharge of a proportion of the products of combus tion. As soon as the port 10 is open, the air underpressure will enter the combustion chamber 'ain an annular sheet, directed toward the center of the chamber. The air will be deflected upward by means of the cone-shape of the upper face of the piston,

and will be compacted in a solid column which will be driven up to the top of the head ofthe cylinder. At this point it will umbrella and pass downward between the ascending column and the walls of the cyl- .inder. This ascending, traversing and-de- I 'scending of the column of air will thoroughly scavenge the combustion chamber and, during the elevation of the piston, the

air within it will be compressed. The pump 18' will' inject the llquid hydrocarbon through the vaporizer 16 into the ignition pocket 14 and combustion chamber above the piston. ,.The period of injection will be varied according to the work demanded.

The'pointofbeginning of injection will be varied, but the point of ending will be constant. Where the charge of fuel is injected during the lentire compression stroke, or

under heavy loads, when the injection takes place'throug'h a large number of degrees of crank angle, the point of ending of the injection may be advanced slightly, as otherwise-the mixture adjacent to the igniter 20 would be too rich to inflame. i The point ofending should coincide substantially with the point of greatest elevation of the piston.-

The fuel being forced by the pump through the capillary .tube31 and into the chamber 25,-striking'the inclined walls of thehead 29, will pass outthrough the atomizer inthe form of an annular diverging spray.

By making the chamber 25 of but small size, 1 there will be no possibility of an air space forming; consequently the hydrocarbon will beejected from the atomizer by the slightgst and adjacent to the sparking .point. -Even,

therefore, if the chargewithin the rest of the'cylinder is so poor, that it would not not essential.

ignite, the chargev within the ignition pocket 14 will always be'ignitible and will communicate'the ignition. to the rest of the charge. I

. The location of the ignition pocket 14 is In Fig. 7, I haveshown it as arranged to one side of the center of the 1 cylinder. A separate atomizer 33 communieating with the ignition pocket 14 is provided. v This atomizer is useful where themain hydrocarbon is not an easily volatilizedoil. could be used for introducing a charge of gasolene or similar easily volatilized oil into the ignition pocket 14, thus insuring the starting of the engine and its continued operation by insuring the inflammation of the heavier fuel by means of the priming charge.

hydrocarbon passing In such case, the atomizer 33' 'velocity of the issuing jet.

In :Fig. 8 the ignition pocket 14 is' j prov ided with donical walls which make it poss1ble to arrange the igniting'plugs in some what better position.

The substantially continuous admission f and exhaust ports, having the admission port below the exhaust port, permit the making of an absolutely symmetrical cylinder This is because the small area of the water .cooled walls of the combustion chamber in relation to the entire contents of the comtion chamber'results in small heat loss to temperatures. The form of ports 'also permitsthe piston to. have the'greatest length of eft'e'ective stroke; the ports extending all the wayaround the cylinder need not be as deep with an ideally shaped combustion chamber.

the water jacket at the "moment of highest as they would be, if'they did not so extend 1 around the cylinder. The disposition of the ports with the conical piston top, allows'fo'r Very perfect scavenging.

The advantages incident to my improved means for introducing the 'fuel allow for,

first, scavenging the cylinder with pure air,

this scavenging being. constant no matter what the load is upon the latter and Without the possibility of loss of fresh combustible through thejexhaust ort on account of intermingling of the resh combustible and products of combustion; and, second, by having the fuel pump cam so high'that the H final feeding takes'place at a constant point 'in thecycle of the engine. The combustible mixture is fed sufliciently close to the ignition-plug to insure prompt inflammation,

providing that the minimum feed from the pump is sufficient to properly carburet the air immediately adjacent to the ignition device. The ignition of this small quantity of gas acts. as a priming charge to insure the" combustion of any part of the hydrocarbon no matter how diffused in the cylinder.

Under ordinary conditions, the amount of diifusion determines the rate of inflammation of the entire charge except that where the diffusion is constant throughout the combustion chamber, a point is very quickly reached where, with the ordinary means of ignition, the-inflammation willv not travel on account of the mixture being too poor under these conditions. With my arrangement of atomizing nozzle, the velocity of the fuel through the nozzle remains constant independently of quantity. Sincethe small conicalvalve in the nozzle is spring-seated, the

.pressure required to raise this valveoff its seat will remain constant with a uniform the form of sprayingno'zzle insures an absolutely equal distribution of fuel. issuing from the nozzle owing to the'fact that the conical valve iscentered automatically by the issuing liquid.

Furthermore,

The inflammation of the small charge of fuel in the ignition pocket immediately imparts its heat to the balance of the compressed charge in the combustion chamber proper. Whether this mixture be composed of fresh air or exhaust gas, the result is to heat the entire contents more or less, .increasing its pressure a corresponding Jamou-nt. Under low loads, wherea small quantity of fuel is used, the result is a small increase intemperature. The loss of heat, however, to the cylinder walls decreasing as the difference in temperature is decreased, is very markedly reduced and the'thermo-dynamic efficiency of the motor increased.

Figs. 11 to 14 show several modifications. In' Fig. 11 the top of the piston is in the shape of the frustumof a cone, with the apex of such a size and shape as to practically close the ignition pocket when the piston is at the top of its stroke. In this case, the pocket will be practically closed and the character of the explosive mixture .within it accurately determined. In this modification is also illustrated supplementary exhaust/valves 34 which permit the escape of a portion of the scavenging charge.

. These valves are properlybperated by mechanism including the levers 35 and link '36 during the compression stroke. Under these conditions, the unswept area must be correspondingly decreased in size, giving a constant compression and a correspondingly increased expansion.

In the same figure is shown a construction whereby the waterjacket is eliminated. The outlet port 12 ends in a nozzle'37, which communicates with an annular nozzle 38 communicating with the casing or jacketed space 39, which is open at both top and bottom. The exhausted contents of the combustion chamber will draw a current of air downward through the jacketed space. 39,

thus eflectually cooling the cylinder. This idea may be used alone or in connection with a water jacket. 7

In Fig. 14 is shownan additional pump 40' coupled to the operating mechanism of the pump 18, to inject a quantity of air into the cylinder with the fuel. The structure shown will inject a variable quantity of air valve of the pump, depending uponthe pressure required to unseat the valve. 29 against the action of its spring. This is important, as without the valve 29, the fuel might have a tendency to vaporize owing to the presence of heat within the entablature caused by the heat of the water jacket or by other causes. The design of the valve 29 by means of which-it is centered by the outgoing stream of fuel permits the valve to be moved to one side to permit obstructions to be passed out. I

In accordance with the provisions of the patent statutes, I have described the principle ofmy invention, together with the apparatus which I now consider to represent the best embodiment thereof; but I desire to have it understood that the apparatus shown is merely illustrative and that the invention can be carried out in otherways.

Having now particularly described ascertained the nature of my said invention, and in what manner the same is to be performed, I declare that what I claim and desire to secure by Letters Patent is:

1. An internal combustion engine having an ignition pocket, means for introducing liquid fuel into such ignition pocket during the compression stroke, and additional means for introducing liquid fuel into the combustion chamber during the compression stroke.

2. -An internal vcombustion engine, having a; combustion chamber, an ignition pocket communicating therewith, and an igniter in communication with the ignition pocket,

means for introducing fuel into the ignition and pocket during the compression stroke, and

additional means for introducing fuel into the combustion chamber during the compression stroke. a

3. An internal combustion engine, having a combustion chamber, means for introducing fuel directly therein during the compression stroke, and an ignition pocket, an igniter therein, and additional means for introducing a priming charge into the ignition pocket during the compression stroke.

4. An internal combustion engine, having a combustion chamber, means for introducing fuel therein during the compression stroke, such means being controllable as to period, an igniter, and separate means for .introducing fuel during the compression stroke, in contact with the igniter,whereby inflammation will be transmitted to the fuel in the combustion chamber.

5. In an internal combustion engine, means for inflaming a refractory fuel through the agency, of a priming charge of vmore inflammable fuel, both being introduced during the compression stroke.

6. In an internal combustion engine, a combustion chamber, means for introducing a power charge of heavy liquid hydrocarbon fuel during the compression stroke of the engine whereby the fuel will be atomized, separate means for introducing a priming charge of light liquid hydrocarbon fuel into the combustion chamber during the compression stroke of the engine, and means for igniting the priming charge whereby the power charge Will be ignited throughout the combustion chamber.

This specification signed and witnessed this 17th day of October, 1906.

\VILLIAM M. POWER. Witnesses:

LEONARD H. DYER, JOHN L. Larson. 

